Speculation on why check at 350 ft?
Possibly, Airbus wants the check at 350 ft, because the IRS position would slowly get updated by the localiser from the moment of localiser intercept?
If there was a considerable IRS drift at the top of descent, say 10 deg for instance, this would gradually get corrected as the aircraft comes down the beam. A check at 350 ft would then allow the IRS more time to update and if the difference had not reduced to less than 5 deg by 350 ft, an autoland is not to be done.
Would welcome any thoughts on this. I could be way off the mark?
It always amazes me that we go about discussion as if we were evaluating a captured enemy aircraft. Surely there is a way to ask Airbus what a specific limitation means or any other technical query for that matter. Every design feature is the result of an Operational Requirement and if we don't know what that is, we can only speculate.
Could anyone shed some light on this? Is there a way to access Airbus with questions like this? I'm sure they would like their "products" better understood? Or is that Not the Airbus Way?